Carbureter.



G. GRIFFIN.

CARBURETER.

APPLICATION FILED IAN.28. 1915.

Patented July 27, 1915.

2 SHEETS-SHEET I.

' mum/70R fiamye fifty/iii,

' ATTORNEY WITNESSES G. GRIFFIN.

CARBURETER.

APPLICATION FILED JAN. 28. 1915.

Patented July 27, 1915.

2 SHEETS-SHEET 2.

IIVVE/VTOR, 2y!) rgffi'n,

WITNESSES GEORGE GRIFFIN, or rarnason, NEW JERSEY.

CARBURETER.

Application filed January 28, 1915.

To all whom it may concern:

Be it known that I, GEORGE GRIFFIN, a subject of the King of England, residing at Paterson, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in Carbureters, of which the following is a specification.

My invention relates to carbureters of the spray class, and it consists in certain improvements therein designed with a view to simplify these devices structurally, make their adjustment and control a matter of no special skill to accomplish, appreciably economize fuel, and in general attain increased efliciency.

One feature of my invention consists in providing a passage through which air for the explosive mixture is drawn by the aspiration of the engine with a butterfly valve for regulably dividing the inflowing air into two streams or currents, and supplying the liquid fuel, such as gasolene, to said passage by outlets delivering respectively into the two streams and crosswise thereof and ,each in a line substantially. perpendicular to the axis, and approximately central, of the valve, one outlet being near the valve in its substantially closed position. This arrangement has the advantage that from the very outset of the opening movement of the valve not only does each of said two streams and not simply one receive its quantum of atomized fuel but there is a superior condition of atomization resulting because each fuel outlet delivers crosswise of the air stream and in a line substantially perpendicular to the axis and approximately central of the valve, one near the valve when in its substantially closed position. In the preferred form of my invention in respect to this feature one of the said outlets is arranged so as to discharge toward the adj oining part of the valve or equivalent when in the more or less closed position, whereby to obtain for starting and slow-running at once a high suction and a violent excitation of the air and fuel and the consequent maximum condition in point of richness and homogeneity in the explosive mixture;preferably the other outlet is arranged between (and relatively close to) said valve and the intake end of said passage, whereby, with Specification of Letters Patent.

Patented July 27, 1915.

Serial N0. 4,818.

the valve in the closed position, this outlet is inactive until after the valve has moved from the closed position.

Another feature of my invention consists in so constructing and organizing the parts of a carbureter that the throttle valve will be limited by a positive stop when in position for starting and in that position will standardize the air and fuel flow, this being preferably accomplished by providing a restricted by-pass for passage of air past the throttle when in said position and arranging the fuel-delivery means to communicate with said passage.

My invention consists in certain other features concerned mainly with the structural arrangement of parts having certain advantages that will be apparent to those skilled in the art and that affect the manufacture, use and up-keep of the device.

In the accompanying drawings, Figure l is a left-side elevation of the improved carbureter; Fig. 2 a view of thefloat-chamber end thereof, the float chamber being partly broken away; Fig. 3 is a plan view of the carbureter; and, Fig. 4 a vertical sectional view of the carbureting end thereof.

The vertical tube it forms the carbureting passage 6 and is provided at the top with a flange whereby to attach it to the manifold of the engine; it is open downwardly, though if desired the valved pipe 0 for conducting to said passage air that is heated (by engine exhaust or otherwise) may be at tached thereto as shown in Fig. 3.

Connected with tube a by the rigid joint deviced is the float-chamber 6 having any means for preserving a constant level of the liquid fuel therein, for instance, the float f whose stem 9 obturates at its upper end the fuel inlet h to said chamber and is guided at that point, and also at its lower end in the boss 6 upstanding from the bottom of the chamber.

The tube a has pivoted therein the horizontal spindle j (which may, protrude at each end for the reception, by either, of the operating means is) carrying within the passage b the butterfly valve Z which at one side thereof and in a line at right angles to the spindle has a notch m formed therein, but the form of which is such otherwise that 5 5,50 that in this respect the conditions are for starting always the same, but on account of thefright hand valve p when it stands in substantially the position shown in Fig. 4 (at about 60 to the longitudinal axis of the passage) it will continuously bear against the wall of the passage except at the notch m.

Two projections 11,, at diametrically opposite points, are formed on the tube a at right-angles to the axis of the spindle, and bored into these are the holes 0 whose outer ends are tapped and whose inner ends are tapered and enter the passage 1) diametrically opposite each other; the tapered ends of rotary "alves p, which are screwed into the tapped portions of these holes and have suitable milled heads are employed to regulate the fuel-delivery outlets to said passage which these holes afford.

At diametrically opposite points on the float-chamber a there are formed other projections r each bored with an angular hole 8. Through these and the tubular connections t, of any suitable form, attached to the projections n and discharging into their holes 0,

the fuel is conveyed from the float-chamber for. running at any speed above the lowest,

which is a matter of simply adjusting first with the throttle closed and then the left hand valve p with the throttle open until (the engine running) the behavior of the engine indicates the correct adjustment has been accomplished, on starting the engine the throttle valve is in the closed position, being held against the "definite stop or limit afforded by the wall -i-ofithje passage 6 by the spring or the like u, Fig. 4. The flow of air and gas is thus on starting not only standardized in volume,

the restricted character of the by-pass for the air past the throttle valve afforded by the notch m and the fact that the fuel is fed to said by-pass, and at an angle to the flow of air therethrough, a high suction, inducing a copious flow of fuel, and a great excitation of the air and gasolene result, so that the explosive mixture is at once rich and homogeneous. At this time, i. e., until the valve is moved so as to afford clearance between its left-hand edge and the wall of passage b, the left-hand outlet is inactive to deliver fuel, because the pressure thereat is not sufficiently reduced for the purpose. Starting having been accomplished, upon the throttle valve being opened the air passing through the passage b divides into two distinct streams of substantially equal vol- 5 ume, one at one and the other at the other side of the axis of the throttle valve; this brings both fuel outlets into play, which discharge one into one stream and the other into the other, the suction, and hence the quantity of fuel delivered at each outlet, falling as the valve moves toward the full open position.

My improved carbureter is obviously not only extremely flexible and delicately responsive in operation but simple in construction, capable of being adjusted and operated without special skill, and makes unnecessary the employment of auxiliaries of any kind for encouraging starting; it is moreover characterized by the'most economical disposition of the fuel and it is entirely devoid of any tendency to flood or any such need for flooding as frequently exists in carbureters heretofore proposedin order to accomplish starting, especially when the parts are cold.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is sage for the air to be carbureted and a butterfly throttlevalve pivoted in said passage on an axis transversely dividing the same into two separate longitudinal portions and also having fluid fuel outlets both discharging respectively into said portions of said passage crosswise of the direction of airflow therethrough and in lines substantially perpendicular to the axis, and approximately central, of the valve, one of said outlets terminating near the adjoining portion of said valve when in its substantially closed position.

2. A carbureter having a carbureting passage for the air to be carbureted and a butterfly throttle valve pivotedin said passage on an axis transversely dividing the same into two separate longitudinal portions and also having fluid fuel outlets both discharging respectively into said portions of said passage crosswise of the. direction of airflow therethrough and in lines substantially perpendicular to the axis, and approximately central, of the valve, one of said outlets terminating near the adjoining portion of said valve when in its substantially closed position, and the other terminating between the valve and the inlet end of said passage.

3. A carbureting apparatus including a carbureting passage-forming structure for the air to be carbureted and a throttling device for said passage having a limited throttling movement in said passage, said apparatus having restricted means for flow of air past the throttling device when at the limit of its throttling movement and fuel delivery means discharging into the first named means crosswise of the direction of air-flow therethrough.

4. A carbureting apparatus including a carbureting passage-forming structure for the air to be carbureted, and a throttle-device for said passage having limited throttling movement in said passage, said apparatus having a restricted by-pass for passage ofair past the said device when at the limit of its throttling movement and a fuel delivery means discharging into said by-passcrosswise of the direction of air-flow therethrough.

A carbureting apparatus including a carbureting passage-forming structure for the air to be carbureted, and a throttle-device for said passage having limited throttling movement in said passage, said apparatus having in the throttling device a re stricted by-pass for passage of air past the said device when at the limit of its throttling movement and also having a fuel delivery means discharging into said by-pass crosswise of the direction of air-flow therethrough.

6. A carbureting apparatus including a carbureting passage-forming structure and throttling means for said passage movable to opposite sides of said passages in throttling the same, said apparatus having restricted means at one side of said passage for flow of air past the throttling means when in throttling position and separate fuel delivery outlets, one discharging into said restricted air-flow means crosswise of the direction of air-flow therethrough and the other entering the passage at thesother side thereof between the throttling device and the inlet end of said passage and relatively near the former.

7. A carbureting apparatus including a constant-level fuel chamber and a carbureting passage forming structure, rigidly connected together, fuel conducting means on opposite sides of the apparatus connecting opposite sides of the fuel chamber with opposite sides of the passage-forming structure at diametrically opposite points therein and discharging into the latter crosswise of its passage, and a throttling device in the passage of said structure.

8. A carbureting apparatus including a constant-level fuel chamber and a carbureting passage forming structure rigidly connected together, fuel conducting means on opposite sides of the apparatus connecting opposite sides of the fuel chamber with 0pposite sides of the passage-forming structure at diametrically opposite points therein, and a butterfly throttling device in the throttling position thereof opposing at one side the delivery end of one conducting means and at the other side standing between the delivery end of the other conducting means and the outlet end of said passage.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE GRIFFIN.

Witnesses:

JOHN W. STEWARD, WM. D. BELL.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents, Washington, D. G. 

